Months after Ramón Morales Reyes was falsely accused by the Department of Homeland Security of penning letters threatening to assassinate President Donald Trump, his children Ana and Antonio say that their family continues to live in fear while awaiting the outcome of their father’s deportation case. 

“My dad was framed for something that he did not do, and DHS knew exactly what they posted beforehand,” Ana Morales, 25, said at a press conference Friday at the Milwaukee office of Voces de la Frontera. “As a daughter, seeing my dad being framed for something he did not do was very heartbreaking,” she added.

Attorney Mark Thomsen said the family is seeking $5 million in damages caused by the federal government’s accusations against Morales Reyes, which the agency has yet to retract. Thomsen was joined by immigration attorney Cain Oulahan, Morales Reyes’ children, Voces de la Frontera Executive Director Christine Neumann-Oritz, and Milwaukee Turners Executive Director Emilio de Torre. 

Accused of something he didn’t do

In May 2025, Morales Reyes, then 54, was arrested by Immigration and Customs Enforcement, leaving his unoccupied vehicle on the roadside. Voces de la Frontera received a hotline call reporting the arrest. 

Born in Mexico, Morales Reyes has lived in the United States since 1986. His family described him as a hard worker and proud family man, who worked as a dishwasher.

His arrest came as the Trump administration ramped up arrests and deportations in 2025, the deadliest year in two decades for people being detained by ICE. Trump pledged to go after “the worst of the worst.” 

Morales Reyes had two encounters with law enforcement, both dating back to 1996, according to NPR. One was a hit-and-run incident in which he was arrested but not charged. The other was a disorderly conduct and property damage ticket relating to a dispute with his wife.

Former Secretary of Homeland Security Kristi Noem posted a statement on her agency’s website calling Morales Reyes an “illegal alien who threatened to assassinate President Trump.” 

DHS also released images of a letter, handwritten in English, that said: “we are tired of this president messing with us Mexicans” and stating “I will self deport myself back to Mexico but not before I use my 30 yard 6 to shoot your precious president in is head — I will see him at one of his big ralleys .” The reference to “30 yard 6”appears to be an incorrectly written reference to the high caliber rifle round .30-06.

Morales Reyes couldn’t have written the letter, however, his family, attorneys, and advocates said, since he could not speak English and did not read or write proficiently even in Spanish. 

Morales Reyes had applied for a U-visa, granted to victims of crimes, after he was  assaulted during an armed robbery in September 2023. Detectives from the Milwaukee Police Department were actively investigating whether someone was trying to frame him when ICE agents arrested him and publicized the  accusation that he was a would-be assassin. It was later determined that a man who had been arrested for assaulting Morales Reyes had written the letter in an effort to get him deported before he could testify in court.

Lasting harm

In June 2025, Morales-Reyes was released from ICE custody on bond. Yet he continues to face deportation proceedings, with a hearing expected in December in which a judge may make a decision on whether Morales Reyes can remain in the country. The family has received online harassment and threats since Morales Reyes was accused of writing the letter, Ana Morales said.

“He’s been going through depression, anxiety,” she said during the Friday press conference. “He doesn’t like going out anymore because he feels like everyone knows him due to what he was framed as. And ever since, it has taken a lot from us.” 

Ana’s brother Antonio Morales took over the mic when  his sister began to cry. “They really wanted to make this hurt us as much as possible, inflict as much pain, and they knew what they were doing intentionally,” he said of the Homeland Security arrest and accusations against his father.

“It was hard seeing your dad all over social media posted as some sort of, you know, some sort of assassin almost,” he added. “And that’s just not who my father is. Anyone who knows my father knows that isn’t him. It was just really scary seeing all those comments online, the fear that it caused my family seeing how everybody just…threatening us online over something that was just a false accusation. And I really think DHS knew that. I really think that they knew what they were doing. They wanted to do this to us. They want to do this to more immigrants, and they really want to keep terrorizing the community going forward.”

Thomsen asked members of the public to “imagine learning on social media that your father, or your grandfather, or your uncle, or your brother, or your sister was being accused of attempting to kill the president of the United States.” He added, “Imagine what that means, and then imagine that the person that is saying it is the strongest government in the world. … This was a lie, and they knew it was a lie. The lie is still up.”

Gesturing to Ana and Antonio Morales, he said, “Check it out folks, these are two young people with the courage to stand up to the biggest government on the planet, the most powerful government on the planet, and say, ‘Do the right thing America.’ If these two young folks can do it, everybody sitting at home safely can do it.”

Looking ahead

Although DHS has said in subsequent statements that Morales Reyes is no longer under investigation for threatening the president, the agency has continued to call for his deportation. Noem’s original press release accusing him of the assassination threat is still up on the government website. The Wisconsin Examiner reached out to DHS asking specifically whether the agency plans to remove the post and correct the record. The agency has not responded. 

Oulahan said that although Morales Reyes has a hearing in December, if a judge decides to deport him, he could remain in the country while his case is appealed. Thomsen said that the federal government has six months to respond to the family’s claim for compensation under the federal Tort Act, after which filing a civil lawsuit would be an option. Thomsen stressed, however, that avenues of recourse against the federal government are limited and that the second Trump administration has shown a willingness to violate or disregard court orders. 

De Torre said the federal government is “deceiving the public about everyday people.”

“They’re disrupting us emotionally, as you can see from Ana and Antonio. … It is disrupting our economy. It is disrupting our ability to attend houses of worship, go to school, and bring home food for our families. And on top of this, they then deny that they are doing this. Telling us that what we see is not real. How we feel and how we’re suffering is an illusion. And I’m sitting here today to say this is not so.”

Asked to describe some of her favorite memories of her father, Ana recalled how he would take her to the park and bike riding, one of his favorite activities. “I remember as a little kid on his days off I would always want corn, I’m obsessed with corn even to this day,” she said. Despite working second shift her father would always make time, she said. 

Antonio described his father as fond of video games. “He definitely made me a gamer,” he said. Occasionally Morales Reyes would let his son play. “I was just so amazed by these games,” he recalled, smiling. “It was really fun.”

RENO, Nev. – The Green Bus Summit at STN EXPO West in July explored how efficiency and modernization are reshaping student transportation. Experts shared practical strategies for using cleaner powertrains, connected technology, operational data and resilient infrastructure to reduce costs, improve reliability and prepare school bus operations for the future.

Cummins

Nicole Wheeldon, general manager of busing for North America at Cummins, joined Chris Karlin, account manager for International Motors; Matthew McGinn, senior director of e-mobility sales for Accelera by Cummins; and Matthew McClure, current product and OEM service manager for Bus North America at Cummins. They discussed how emissions regulations, technology and staffing challenges are shaping school bus purchasing and operations.

The panelists said fleets should take a holistic approach to fleet electrification that considers funding, reliability and performance alongside emissions compliance. They noted that software and automatic updates can improve efficiency by reducing service visits. The panelists also highlighted vehicle-to-grid capabilities, describing electricity as a low-cost energy that could provide districts with additional operational and community benefits.

Responding to attendees’ questions about electric school bus service, the panelists acknowledged that workforce shortages remain a significant obstacle. “There is a shortage of qualified EV techs and it is an industry issue,” they said. The lack of trained technicians can extend repair delays and discourage districts from adopting electric vehicles, making local service capacity an important consideration before purchasing buses.

The panelists reported progress on electric bus diagnostics and trouble codes, as well as efforts to reduce repair times through third-party battery assistance. Regarding parts availability, speakers confirmed that, “The parts channels are in better shape than they were a year ago in general.”

Cold-weather performance was another focus. The panelists pointed to electric fleets successfully operating in Canada and Alaska and explained how battery thermal management systems both heat and cool the batteries.

They also advised B20 users to closely monitor storage and maintenance because biodiesel attracts water. Cummins, they established, continues evaluating alternative fuels and investing in gasoline products to give districts more fleet-diversification options.

McGinn highlighted the first school bus application for the fourth-generation 14Xe ePowertrain by Cummins-Meritor. The system integrates the motor and transmission and, he said, its three-speed configuration “allows [drivers] to operate the vehicle with better range.”

IC Bus

Matthew Milewski, connected vehicle marketing director for IC Bus parent company Navistar, joined Chad Duncan, specification manager for IC Bus and Maurine Simons, transportation director for North Mason School District in Washington state, to discuss using data to improve fleet safety, maintenance and efficiency.

Milewski said student transportation departments are under increasing pressure from technician and driver shortages, limited budgets, safety requirements, parent expectations and sustainability goals. With many operations “doing more with less,” he explained that connected buses can help answer routine questions about vehicle locations, delays, maintenance needs, driver performance and developing mechanical problems.

Technology allows transportation departments to monitor routes, vehicle speed and timestamps, giving staff objective information when investigating incidents or responding to questions. Milewski said connected technology can also generate AI-driven weekly driver reports and flag events requiring additional review. Camera-based systems can alert drivers about issues such as failing to wear a seatbelt, while real-time information can support route adherence, stop accountability and parent communication.

Milewski contrasted traditional maintenance, where a driver must notice a problem before technicians diagnose it and order parts, with a connected operation. With the latter, the vehicle reports an issue to fleet managers, who can then order repair parts and schedule shop time before the bus arrives. He shared how the OnConnect Connection feature through IC’s My International fleet management system helps districts minimize downtime.

Simons shared that she began using the connected platform years ago as a technician, particularly to identify and order parts. After becoming transportation director, she continued using it to track bus information and save staff time.

Duncan advised directors purchasing vehicles to use operating data when specifying horsepower, transmissions, fuel capacity, axles, tires or electric bus battery range. He urged attendees to stay ahead of state safety regulations and plan realistically for fleet advancements in safety technology.

Milewski encouraged directors to ask, “What information do I wish I had every day that I don’t have today?” and “What decisions am I still making based on assumptions?” He added that My International is available through dealerships with a five-year subscription and can support mixed fleets, not only International buses.

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Related: Green Bus Summit with Blue Bird: Slash Your Bus Fuel & Maintenance Budget by Adopting the Right Powertrain
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Related: Roundup: Green Bus Summit at STN EXPO East Sounds Optimistic Tone
Related: (STN Podcast E297) Deep Dive into Safety: Illegal Passing & Child Restraints, Plus Green Bus Funding

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Suburban Propane

Suburban Propane sales representative John Barnett moderated a discussion with Douglas Dagan, executive vice president of renewable energy at Suburban Propane; Scott Bradley, executive vice president at Pioneer eMobility; Brad Beauchamp, EV product segment leader for Blue Bird; and Nikita Mishra, industry application engineer for ABB’s automotive and battery manufacturing segment. They examined how off-grid charging and microgrids can help districts deploy electric buses despite utility delays or limited grid capacity.

Beauchamp advised transportation directors to evaluate infrastructure as soon as funding is identified, and district leadership approves an electric bus project. Asked when that process should begin, he replied, “That actually comes before you order the bus.”

He and Mishra agreed that early discussions between the district and utility will determine their power demand, equipment availability and desired mix of energy sources before design work begins.

Mishra revealed that infrastructure projects can take anywhere from several months to several years. She noted that lead times for some equipment, including transformers, can reach 75 weeks.

Likewise, Bradley urged districts to “call your utility early.” He said Pioneer eMobility can deliver certain systems within three to four months.

When permanent infrastructure is delayed, propane-powered off-grid charging systems can serve as a temporary or supplemental solution.

“Propane is available everywhere,” Gagan noted, adding that renewable propane is a fast-growing option that is chemically identical to conventional propane but produced from renewable sources.

Bradley pointed to Los Angeles Unified School District, where 180 of 220 electric Blue Bird buses are charged using “25 off-grid electric vehicle charging microgrids.”

Panelists said mobile charging can also support field trips, sporting events and emergency operations or help districts test potential sites before installing permanent infrastructure. Barnett explained how microgrids combining propane generators, battery storage and other energy sources could charge buses and power facilities during outages or reduce demand charges through peak shaving.

Speakers encouraged districts facing grid constraints to consider the entire charging “ecosystem,” including the bus, chargers, generation source and future vehicle-to-grid or vehicle-to-building uses.

Thomas Built Buses

Mark Childers, powertrain and technology sales manager for Thomas Built Buses, moderated a discussion with Alec Watson, account manager for Daimler Truck Specialty Vehicles within Cummins, and Trystan Thomas, director of transportation for Shasta Union High School District in California. They discussed evolving diesel technology, Cummins’ forthcoming B6.7 Octane gasoline engine and the factors districts should evaluate when selecting powertrains.

Watson said the B6.7 Octane was developed for the medium-duty and school bus markets using feedback from OEMs and customers. Built on the B6.7 diesel platform, the gasoline engine is designed to provide a similar torque curve, drivability and performance while eliminating diesel exhaust fluid and diesel particulate filter management. Cummins, Allison Transmission and Thomas Built Buses are collaborating on its integration.

Thomas Built Buses expects production to begin during the first quarter of 2027, initially for the Saf-T-Liner C2 school bus. Panelists clarified that the engine will meet the EPA’s near-zero emissions standard but is not a zero-emissions product. It will initially be offered only on new buses, not as a retrofit.

Watson said Cummins has trained and certified approximately 700 to 750 dealers on the new engine. Technicians already certified on the B6.7 diesel can complete an online course and test rather than attend additional in-person technical training. Cummins is also preparing its Cummins Care technical support operation and adding field service engineers.

Thomas encouraged directors to examine route mileage, terrain, field trips, infrastructure, technician capabilities and total cost of ownership. His district remains predominantly diesel because some routes exceed 120 miles per day, including steep grades or support out-of-town trips. “Anything alternative, you just got to do your homework,” he said.

Districts must also examine funding carefully. Thomas recalled receiving $5,000 per bus for electric infrastructure that ultimately cost $70,000, requiring the district to supply the difference.

Watson cautioned directors against selecting a technology simply because it is exciting. “Just because the octane engine is new and shiny doesn’t mean it’s necessarily for you,” he said.

“I believe that successful fleets will remain technology-neutral and evaluate solutions based on the operational fit rather than the trends alone,” Thomas agreed. “The future is likely to include a mix of diesel, gasoline, propane, natural gas and battery electric solutions.”

Article written with the assistance of AI and session transcripts.

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